Marine cableway.



T. S MILLm. MARINE GA BLEWAY.

APPLICATION FILED JAN.19, 1912.

1 @?6,599, Patented 0012.21, 1913.

5 SHEETS-.SHEET 1.

T. S. MILLm.

MARINE OABLEWAY.

APPLICATION FILED JAN. 19, 1912.

1,076,599 Patented Oct. 21, 1913.

5 SHEETS-S HEET 2.

7 4 ATTORNEYJ WITNESSES: x J

T.-'S. MILLER.

MARINE GABLEWAY.

APPLICATION FILED 51111.19. 1912.

Patented Oct. 21, 1913.

5 SHEET S-SHEET 3.

mw "a WITNESSES:

T. S. MILLER.

MARINE OABLEWAY.

APPLICATION FILED JAN. 19, 1912. 1,076,599 Patented Oct. 21, 1913.

6 SHEETSSHEET 4.

Zm/iz T. S. MILLER.

MARINE GABLEWAY.

APPLICATION FILED JAN. 19, 1912. LFfi9 Patented 001;. 21, 19134 5sums-sum 5.

1/220 W9 5 HM ATTORA/EW NlTED STAT THOMAS SPENCER MILLER, OF SOUTHORANGE, NEW JERSEY.

MARINE CABLEWAY.

Specification of Letters Patent.

Patented that 21, 1M3.

Application filed January 19, 1912. Serial No. 672,153.

I To all whom. it may concern:

Be it known that I, THoMAs SruNoEB MILLER, a citizen of the UnitedStates, residing at South Ora e, in the county of Essex and State of Newersey, have invented new and useful Improvements in Marine Cableways, ofwhich the following is a specification.

My invention relates to new and useful improvements in marine cableways,and more particularly of that character or type for transferring personsor goods to and from one vessel to another.

The invention consists in the construction and arrangement of parts tobe more fully described hereinafter, and the novelty of which will beparticularly pointed out and distinctly claimed.

I have fully and clearly illustrated my invention in the accompanyingdrawings to be taken as a part of this specification, and wherein-Figure 1 is a view in side elevation of a marine cablcway embodying myinvention, connecting a collier and war-vessel so that the latter may becoaled at sea; Fig. 2 is an enlarged diagrammatic View of the cablewayshown in F lg. 1; Fig. 3 is a plan view of a winding engine and drumemployed as part of the cableway; Fig. 4 is a detail perspective of ameans for transmitting motion from the winding drum to the controllingmeans for its motor; Fig. 5 is a detail view in elevation of means foradjusting or setting the controlling means for the motor of the windingengine; Fig. 6 is a plan view of the arrangement of two winding enginesor drums for operating the cables of the cableway and the controllingmeans for said engines; Fig. 7 is a longitudinal section through one ofthe winding drums; Fig. 8 is a longitudinal section through acontrolling valve employed in connection with the engine for driving thedrums, and showing in elevation and partly in section the setting andoperating means for the valve; Fig. 9 is a detail plan view.

Before proceeding with a detailed de scription of my invention, 1 wouldstate that I have shown, and will hereinafter describe the same asconstituting means for transporting coal from a collier to a vessel in aseaway, but I do not limit myself thereby as the cableway of myinvention is capable of use in any situation where it is desired totransfer persons or goods of any transportable character from one Vesselto another.

Referring now to the drawings by characters of reference, 1 designates avessel, for instance a war-ship, which may be termed the receivingvessel, and 2 designates a sending vessel from which coal or othersupplies are to be sent to the receiving vessel. It will be understood,however, that the terms receiving and sending are not Words oflimitation, but are used merel to describe the relation the two vesselsear to each other in the particular embodiment being described, as thecableway is adapted to transfer goods in either direction from onevessel to the other.

On each of the vessels respectively are masts 8, 4 which may be part ofthe vessels permanent equipment, or they may be erected temporarilywhile the cableway is in use, and removed after the cessation of thecoaling or other transferring operation.

5 designates the main cable of the cableway which spans the spacebetween the vessels and has'one end passed over a sheave 6 on the mastst, and carried down to and Wound upon the drum 'Z of a winding engineof a particular construction to be fully described hereinafter. Theopposite end of the cable from that just mentioned passes over a.let-down-tackle cari'ied at the head of the mast 3 on the vessel 1, andback of said letdown-tackle is connected to a split anchorage themembers 8 of which are made fast to the vessel 1 on opposite sides ofthe latter. The sheave 6 on the vessel 2 may be fixed, but thelet-down-tackle on the vessel 1 is constructed so that the main cablemay be lowered under circumstances to be presently set forth, andconsists preferably of a loop member 8 through which the main cablepasses, and which also supports a sheave 9, a rope 10 being connected tothe loop and passed o er sheave 11 on the mast, thence down under thesheave 9 and over a sheave 12 on the mast, from which point the rope 10passes down to and under a sheave 13 on the deck, and is wound on a drum14, as shown in Figs. 1 and 2, which may be one of the winches of theships equipment.

Adapted to travel on the main cable from one ship to the other is a maincarriage 15, to which is connected a traversing rope, in this instancethe inhaul rope 16, which passes over a sheave 17 on the mast 4 andwhich is then wound on the drum 18 of a winding engine, the constructionof which will be described hereinafter, the winding of the rope onv thedrum serving to pull the carriage along the main cable to the vessel 2.The carriage 15 may be of any suitable type, but I prefer it to be arelease carriage which upon engagement with means on the cableway willrelease the load to permit the latterto drop onto the deck of thevessel 1. As these carriages are of a well known type I do not deem itessential to show or describe the same specifically in this application.

Wound upon a drum 19 on the deck of the vessel 2, is one end portion ofan outhaul rope 20 which is passed over a sheave 21 on the mast 4,thence parallel to the main cable, through the carriage 15, and over asheave 22 on a tail block 23 on the main cable from which sheave 22 theouthaul rope is reversed on itself and connected to the carriage 15 inany suitable manner, as at 24. The tail block may have a slight movementalong the main cable, as may be required in the operation of thecableway, but is held in substantially the same position by a splitanchorage, the members 25 of which are anchored to the vessel'l,opposing the pull exerted on the tail block by the inhaul and outhaulropes.

26 designates a touch dumper block supported on the main cable andthrough which pass the runs of the outhaul rope, said block 26 beingconnected to the tail block 23 by a pennant. connection 27, which limitsthe outtravel of the touch dumper block but permits it to move towardthe tail block 23.

The touch dumper block is arranged so as to be in position to be engagedby the releasing latch 15 of the main carriage so that by suchengagement the load will be released from the load hook 15*.

At the end of the'cableway at the vessel 2, and supported by the cables5, 16 and 20 is a haul-down block connected to the deck by a runningconnection 28, the free end of the rope of which is wound upon a drum 29of a ships Windlass, said haul-down being operable to pull the cablewaydown to the deck of the vessel so that the'loadmay be connected to thecarriage.

I'will now proceed to describe the construction of the drums 7, 18 and19, which is such that the ropes of the cableway are maintained at asubstantially constant clefiection so that the load is held free of thewater in passing from one ship to the other. The winding drum or enginefor the main cable, which maintains practically a uni form tension onthe main cable while permitting the length of the latter to varyrequired by the pitching and rising of the ships, comprises a bed-platehaving side pillars 30 in which is journaled a horizontal masses drumshaft 31, upon which is mounted a drum 32, on bearings 33, 33, said drumbe- .ing free for rotary movement relative to the end fixed to the head36 of the drum as at 40. The arrangement is such that the drum isconnected to the shaft to be driven thereby, but it can move in bothdirections relative to the shaft owing to the resiliency of the spring.Keyed to the drum shaft is a gear wheel 41 which is geared to a pinion42 on a power shaft 43, upon which are crank disks 44, having crank pins45 connected to piston rods 46 by connecting rods 47, which piston rodscarry pistons, "hot shown, of steam engine cylinder 48. On the powershaft 43 are eccentric disks 49, for operating valve rods, not shown, ofthe cylinder valves for the engine cylinders, the casings for saidvalves being shown at 50. The gear 41 is not connected directly to thedrum, but is keyed to the drum shaft so as to drive the drum through thespring connections between the drum and shaft. The crank disks may beprovided with bandbrakes 51, operated by a brake shaft 52 controlled byan operating lever 53.

Arranged between the engine cylinders is a controlling valve forcontrolling the flow of steam to the engine cylinders, said valvecomprising a vertical casing 54 divided by a partition 54 intocylindrical chambers 56 and 57, the latter being connected by conduits58 with the valve chests of the engine cylinders, one of the saidconduits being indicated in Fig. 8. In the chamber 56, is

a cylindrical valve-way having upper andlower sets of openings 60, 61,and intermediate openings 62 communicating respectively with annularsteam-ways 63, 64 and 65 respectively. The way 65'0pens to the mainsteam'line supply pipe 66, the way 63 to the exhaust pipes 67 from thecylinder valve chests, and the way 64 communicates with a port 68leading to a cylindrical valveway 69 opening atits upper end into'thechamber 57 and at its lower end into a port 70 opening through thevalve-wa'yhereto fore described intothe exhaust chamber 71 of the valvecasing, the latter also communi cating with the'exhaust passage 63 asshown. The upper and lower ends of the valve chamber 56 are connected bymeans of the bypass or exhaust chamber 71 by means of the ports 55 and59 and the annular passages 55 and 59 The main exhaust connection is at71.

In. the cylindrical cage 59 is arranged a increase double piston valvehaving heads 72, connected by a reduced portion 7 1, the heads being sospaced that when the valve is moved the space between the heads willspan either the openings 61, 62, or the openings 60, 62, so that in thefirst position the exhaust ports of the cylinder valve chests will beconnected to the exhaust of the casing 54: on the one hand, and thesteam inlet with the port 68 on the other hand, while in the secondposition, the steam inlet 62 will be connected to the port 60 to reversethe flow to the engine cylinders, and the passage 61 will be connectedto the exhaust. This piston valve is provided with an extension rod 7 5extending through a stuffing box 76 in the head of the valve casing,said rod being threaded through a hand wheel nut 7 7 rotatably mountedin a frame 7 8 on the casing, said hand wheel being operable to shiftthe valve to either of the positions above set forth. In order toprevent turning of the valve the rod or stem 75, is slottedlongitudinally as at 7 9 to receive fixed keys 80 on said frame 78, allas shown in Fig. 8.

In the cylindrical valve-way 69 is a pup pet valve consistingof a hollowshell having a head 81 normally located in the chamber 57 and arrangedto cooperate with the upper edge of the way 69 to control flow of steambetween the chamber 57 and the port 68. This hollow valve is formed atits lower end with an annular piston head 82 connected to the head 81 bya reduced stem 83, which permits passage of steam around said valve inpassing from the port 68 to the chamber 57. The head 82, terminates atits lower end within the passage 70, so that the chamber 57 communicateswith said passage 70 under conditions to be described presently. Thepuppet valve is normally urged toward its seat by an expansion spring 81seated on said valve and a spring plate 82 having a part 82 slidable inan opening in the head of the casing and engaged by an adjusting bolt 82threaded through the head of the casing and operable to regulate theexpansive force of the spring. Arranged in the valve-way 69, beneath thehead 82 of the puppet valve, is a piston head 84; which. is adapted toeither engage the lower end of said head to cut off communicationbetween the chamber 57 and the passage 70 through the puppet valve, orto be moved away from said head to leave free communication between saidchamber and passage. This piston 84 is carried by a stem 85 having atits lower end an enlarged cylindrical portion 86, slidably disposed inthe head 86". The portion 86 is connected to a vertical threaded rod 88,having a spherical upper end, by a ball and socket joint; The rod 88 hasa squared-lower end 89 seated in a correspondingly formed seat in thebed plate to prevent turning of said stem. On this stem 88 is threaded agear nut 90 having a collar 91, straddled by a yoke 92 on the end of alever 93 fixed to a rock shaft 94 journaled in the bed frame. This rockshaft has an arm 95 connected by a link 96 with an arm 97 on a secondrock shaft 98 journaled in the frame and having an arm 99 formed wlth ayoke 100 pivotally connected to a split collar 101 arranged in a groovein a sleeve 102 keyed on the drum shaft to turn therewith, but to movein both directions lengthwise thereof, and threaded at one end as at 103into a nut 104 bolted to the head 36 of the drum 32. By this arrangementthe movement of the drum independently of the shaft will serve to raiseor lower the head 8. and the puppet valve according to the direction inwhich such independent movement takes place, this operation of the valvebeing automatic.

Parallel to the stem 89 is a vertical shaft 105 carrying a large pinion106 in mesh with the pinion 90, and of such length as to be in constantdriving engagement therewith in all positions of said pinion 90, duringthe valve movement, and on this shaft 105 is a bevel gear 107 meshingwith a bevel gear 108 on a shaft 109 having a pinion 110 meshing withthe lower bevel pinion on a vertical shaft 112. lhis shaft 112 has anupper beveled pinion 113 meshing with a beveled pinion 114 on anoperating shaft 115 journaled in the main frame and provided with ahand-wheel 116 for revolving the same. This arrangement provides meansfor the manual adjustment, regulation and operation of the puppet valve,independent of the automatic means set forth, and particularly for theadjustment of the valve when setting it for the desired in-pulling powerso that the steam will be regulated by the automatic control.

The above description applies to the con struction of the main tensionengine for controlling and operating the main cable, and I would statethat substantially the same structure applies to the engines for theinhaul and outhaul lines except that the latter engines being subjectedto lighter duties are of lighter and simpler construction, and the valvecontrol is altered in some of its deails to permit operation of theinhaul and outhaul lines, the general features of construction of thevalve, however, being the'same in all the engines. In the engines forthe traversing ropes, the drums instead of being driven from a separatepower shaft are mounted directly on the crank shaft, the springarrangement being the same as in the main tension engine, and a somewhatsimplified arrangement is supplied for transmitting motion from the nut102 to the puppet valve, in this case the yoke 100, being on ahorizontal shaft 117, having bearings in the main frame, and connectedby an arm I and brake shaft connections 133, 18 1, all

'mit the valve 81 to be seated and thereby 118 having a yoke or forkedend 119-.with a split collar 120 in a groove 121 formed in a gear nut122 on the stem 88. See, Fig. 8.- This construction and arrangementapplies to both engines for the traversing ropes, and the valves of saidengines are therebyv auto,- matically operated independently of eachother. I

Mounted in a bearing in each frame of the traversing engines is a stubshaft 123 carrying a gear segment 124, which segments mesh respectivelywith the gear nuts 122, on the stems 88, 88, of the ,valves of saidengines, and connected to each segment is an arm 125, said arms beingconnected by a connecting rod 126, and the arm 125 at the outhaul enginebeing connected by a rod 127 with a' hand lever 128 so that by shiftingthe hand lever the segments will be operated simultaneously to shift thepuppet valves of the engines. The stem 88 on one of these valves isthreaded left-handed and the other right-handed so that said valves aresimultaneously operated in different directions. The crank disks ofthese engines may be provided with band brakes 129, 130, operatedrespectively through foot levers 131, 132,

as shown in Fig. 6. I

As heretofore stated, the main cable tension engine is designed toautomatically take in and pay out the main cable, so as to main tain apractically constant pull onthe main cable, which pull or tension can beregulated by the operator through a range of from zero to say 18,000pounds, by way of example. Suppose, for instance, the engine beregulated so as to exert a pull of 10,000 pounds on the main cable andthe valves are in substantially the position shown in Fig. 8, when steamis turned on the engine .Wlll start to wind up the main cable andfwillcontinue this winding operation so that the strain on the main cablegradually increases from zero toward 10,000 pounds. During this windingoperation the springs 39 connecting the drum 82 and the shaft 31 aregradually compressed so that when the pull on the cable reaches 10,000pounds the springs will be deflected sufliciently to percut off thesupply of steam to'the engine cylinders. The engine then comes to restand the steam pocketed in thecylinders act-s as a cushion against thepistonsin't'he cylinders to hold the winding drum in position tomaintain the pull on. the cable so that the latter is held at thedetermined tension and consequently the desired deflection. It will beunderstood that the point at which the valve 81 closes is determined bythe vertical adjustment of the said valve relative to its seat throughthe operation of the hand Wheel 116, shifting the stem 88 by means ofthe nut 90. Should for any reason, the strain or tension on the maincable fall below the determined pull, the springs 39 will expand so asto turn the drum in winding direction relative to the drum shaft, whichwill serve to shift the nut 102 lengthwise of the shaft 31in a directionto lift the steam valve 81 from its seat, so that the steam inlet 65 isopen through the port 68, and the valveway 69 to the chamber 57, andsteam is permitted to flow to the engine cylinders to move the pistonstherein to .drive the drum in a direction to wind the rope thereon. Thiswinding operation will continue until the pull on the rope reaches thepoint determined, in this instance 10,000 pounds, when the springs inthe drum will have been compressed and the drum moved in the oppositedirection on the drum shaft from that above described, to shift thevalve stem 88 to permit the steam pressure and the spring 81 to closethe valve 81. On the other hand if the tension in the main cable wereincreased, the increase of pull or load on the drum would move the sameforward on the shaft to compress the springs 39 so that the valve stem88 will be moved downward to separate the head 8a from the puppet valvehead 82, the result being that the chamber 57 will be open to theexhaust port through the hollow puppet valve 81, and the space providedbetween the lower end of the latter and the head 84, and the steam willbe permitted to escape from the engine cylinders, thus permitting thepull on the main cable to over-haul the engine without increasing thesteam pressure in the cylinders, until the tension on the cable drops tothe point determined, when the movementoof the drum relative to theshaft will have moved the nut on the latter to again raise the stem 88and close communication between chamber 57 and exhaust port 7 0 throughthe puppet valve, thus maintaining the steam in the engine cylinders atthe required pressure to cushion the pistons and thereby maintain thepull on the rope. It will be understood that by operation of the handwheel 116 in either direction the connections between the drum and thepuppet valve may be changed so as to regulate the point at which ,thecontrolling valve closes so that the engine may be regulated to pull anyamount within limits.

The above description applies to the operation of the main tensionengine after the cableway has been set up or installed. In setting upthe cableway the automatic valve does not function. The hand wheel isoperated to set the puppet valve to pull approximately 4c,000 pounds;this raises the puppet valve from its seat and establishes communicationbetween chamber 57 and port 68. The double headed piston valve 72, 73,is raised to bridge ports 62 and 60, thus communication is establishedbetween the steam supply and the conduits 67 to the cylinders and alsobetween the exhaust and t e conduits 58 to the cylinders. The flow ofsteam is therefore reversed and the engine runs in the oppositedirection, paying out the main cable.

The two engines for the traversing ropes, that is which operate theinhaul and outhaul lines 16 and 20 for moving the load carriage from onevessel to the other, are

primarily for the purpose of operating these I cylinders so as ropes forcontrolling the carriage, but they are also tension engines designed totake in and pay out the ropes as the ships pitch or plunge in thesea-way or vary their distance from one another, the movement of thedrums relative to the shaft serving to admit, cut off or exhaust thesteam from the to take up, hold, or let out the ropes. As heretoforedescribed the two valves on these engines are simultaneously controlledby the single operating lever 128 so that by moving the valves the steamsupply is controlled so that one engine has its pulling powerdecreased-while the other engine has its pulling power increased so thatsaid other engine overhauls the first engine and winds its rope on thedrum. It will be understood that the two engines always work againsteach other, as they both pull on their respective ropes at the sametime, that is one is always exerting pull on the other, or in oppositionto the other. In other words, both engines normally operate at the sametime to wind up their ropes, and the pulls are varied so that thedifference in pull between the engines causes the carriage to be movedby the engine having the greater pull. If it is desired to hold thecarriage stationary on the cableway the controlling lever is operated toa mid-position so that the engines both pull the same amount in oppositedirections, and when it is desired to move the carriage the manualcontrol is operated so that the pull is changed in both engines, beingincreased in one and decreased in the other. By this arrangement it ispossible to stop the load quickly by throwing the operating lever fromone extreme to the other, the springs compensating for the shock on theengines by the sudden stoppage. When the carriage is at the sendingvessel, the foot brake can be applied to the inhaul engine, and theouthaul engine will compensate for all movement between the two ships,and when it is desired to hold the carriage at the war-ship thecontrolling lever 128 is pushed slightly from mid-post tion towardouthaul, where the carriage will be held against the touch dumper blockand remain stationary; when in this position both engines willcompensate for the rolling and pitching of the vessels.

The operation of the cableway when the carriage is operated to transferfrom the deck, collides with the sending vessel to the,re eiving vesselis as follows :-Assuming that the collier hauldown 28 has been operatedto pull the cableway down to the deck of the vessel 2, and the carriageis at. said vessel to receive a load, the load is hooked onto thecarriage 15 and the haullown 28 is operated so as to slacken off andpermit the cableway to rise so as to lift the load from the deck of thevessel 2. The operator for the hauling engines then shifts the lever 128so as to cause the outhaul engine to exert a greater pull on the outhaulrope, than the inhaul engine on theinhaul rope, thus moving the loadalong the cableway toward the vessel 1. When the load reaches the centerof the span, that is a point mid-way between the vessels, the haul-downon the collier will have been operated so that it reaches its highestpoint, and the full height of the mast 4-. is available, and at thistime, the load having passed the center of the span, the collierlet-down 28 is operated so as to lower the main cable, which iscontinued until the load carriage reaches the vessel 1 and delivers itsload. The carriage is then returned to the vessel 2 for another load.The outhaul drum is operated until the car riage with its load passesover the bow of the vessel 1, and the let-down tackle 8, 9, 10, 11, onsaid vessel 1 is operated to permit the cable to descend toward thedeck, the carriage arriving with its load just clear of the touch dumperblock 26, releasing the load and permitting it to drop on the deck ofthe vessel 1. The load having been dropped the operator of the haulingengines pulls the lever 128 toward the sending vessel so as to shift thevalves of the inhaul and outhaul engines so that the greater pull isexerted by the inhaul engine and the latter winds up the rope 16 to pullthe carriage toward the sending vessel and reduces the pull on theouthaul engine so that the latter is overhauled during the inhauling ofthe carriage. During these operations of traversing the carriage theinhaul and outhaul lines will be subjected to varying tensions, owing tothe pitching, tossing, or other relative movements between the vessels.but the tension will be substantially ropes held taut, owing to thespring connection between the drums and their shafts, causing regulationof the valves to admit an additional amount of steam when there is adecrease of pull on the rope, and to decrease or maintain constant thesteam pressure in the engine cylinders when there is an increase of pullon the hauling lines so that the lines are normally subjected to theproper pull necessary to the successful operation of the carriage, andto prevent slack in the ropes. In the arrangement of the engines on thedeck of the vessel 2, the conregulated and held constant, and thei. In amarine cableway, two vessels, a

main cable stretched between supports on said vessels, a carriage on themain cable, traversing ropes tor the carriage, winding engines for saidropes respectively, and means to cause said engines to simultaneouslyexert pull on the ropes in opposition to each other.

2.. In a marine cableway, main cable stretched between supports on saidvessels, a carriage on the main "cable, traversing ropes for thecarriage, winding engines for said ropes respectively, means to causesaid engines to simultaneouslyfenert pull on the ropes in oppositiontobachfl Other, and means for simultaneously n 'fcreasing the pull onone "rope and decreas 7 ing the pull on another rope.

3. In a marine cableway, two vessels, a

main cable stretched between supports on said vessels, a carriage on themain cable, traversing ropes for the carriage, winding engines for saidropes respectively, means to cause said engines to simultaneously exertpull on the ropes in opposition to each other, and means associatedwitheach engine for automatically varyingits tension on its rope inaccordance with variations of pull on its rope.

traversing ropes for-"the carriage,"separat'e winding engines for saidropes respectively,

means to causesaid engines to exert simultaneously pull on the ropes 1noppositionto each other, and means tor automatically" maintaining adetermined tension, on" the main cable. i

In a marine cahleway, two vessels, a main cable stretched betweensupports on said vessels, a carriage on the main cable,

traversingrop e's for the carriage, separate pulling meanssimultaneously operable on the traversing ropes in opposition to'each'otl ier, and meansfor varying the strength of pull of said pulling meansto traverse the carriage.

6. In a marine cableway, two vessels, a"

main cable stretched between supports on said vessels, a carriage on themain cable, traversing ropes for the carriage, separate pulling meanssimultaneously operable on two vessels, a

4. In a marine cableway, twovesselsfa' main cable stretched betweensupports on said vessels, a; carriage on the mam cable,

the traversing ropes in opposition to each other, and means forsimultaneously varying the pulls of said pulling means to traverse thecarriage.

7. In a marine cableway, two vessels, 21 main cable stretchedbetweensupports on said vessels, a carriage on the main cable,traversing ropes for the carriage, pulling means simultaneously operableon the traversing ropes in opposition to each other, and 5 means forcausing a greater pull on one of the ropes than the other so as totraverse the" carriage.

8. In a marine cableway, two vessels, a

'main cable stretched between supports on said vessels, a carriage onthe main cable, traversing ropes for the carriage, a winding? means foreach rope, and means auto'mati cally controlled'by variations intensioirof said ropes for varying simultaneously the 8 pulling power'ofthe winding means.

9. In a marine cableway, two'vesselsfa main cable stretched betweensupports on said vesselsfa carriage on the main cable; traversing ropesfor the 'carriage, a winding means ffo'reachrop'e, means'whereby saidwinding means simultaneously exert: their pulls on the ropes, mans'automa'tieally 'con-" trialled bygvariationsintensionofsaid ropes ffvaryin'g thepulling power of the re-' 5* spective winding means, andmanual means for simultaneously increasing the pulling power ofonewinding means' and decrees-j ing that ofthe' other winding means;

stretched between supports on said'vessels, an automatic tensionmeansfor regulating the tension on said cable, a carriage on the, cable,inha'ul and outha'ul ropesfor trayersj ing the carriage and automatic"tensionen-i 0-5 gines simultaneously operating on said inhaulandouthaul' ropes'in opposition to each" 11,111 combination, two' vessels,a cable stretched bet-ween supports on said vessels, '10 an automatictension means v for regulating the tension on said cable, a carriage onthe cable, inha-u and o'uthaul ropes fortrave'rs' *ing'the carriage, andautomatic tension en- 10'. Incombination, two vessels,a cable ginesexerting pull on saidinhaul and outhaul ropes respectively, controlling.means 'for determining the'pull of each of said last-named tensionengines, and means for" operating said controlling means whereby thesaid engine's simultaneously exert o os 120 ing pulls on traversingropes. 7 I 12. A 'cable'way infcombination, a main cable, a carriageon'the main cable, inhai ll and outhaul ropes forthe carriage, separatemeans tending normally towind each ofsaid ropes, and meansfor increasingthe pull exerted by one of saidwindi ng means, and simultaneouslydecreasingthe pull exerted by the otherof'said winding meansto ne ersethe carriage. g},

13. In a cableway in combination, a main cable, a carriage on the maincable, inhaul and outh-aul lines for the carriage, and separate windingmeans operating on each of said lines and means to cause the windingmeans to exert pulls on the carriage in opposition to each other, andmeans for simultaneously varying the pulls exerted by said separatewinding means to traverse the carriage.

14. In a main cableway, two vessels, a cableway between said vessels,said cableway including a carriage, traversing ropes for the carriage,and separate power means for operating said ropes, and means whereby thepower means are caused to strain simultaneously against each otherduring the traversing of the carriage.

15. In a main cableway, two vessels, a cableway between said vessels,said cableway including a carriage, traversing ropes for the carriage,and separate power means for operating said ropes, and means whereby thepower means are caused to strain simultaneously against each other.

' 16.- In a marine cablewa-y, in combination, two vessels, a cablewaystretched between supports on said vessels, a carriage on the cableway,traversing ropes for the carriage, power driven winding engines foroperating the traversing ropes, means whereby said enginessimultaneously and continuously have power applied thereto to tend towind the'ropes thereon, and means to increase the pulling power of oneengine over the pulling power of the other engine to thereby traversethe carriage.

17. In a marine cableway, in combination, two vessels, a cablewaystretched between supports on said vessels, a carriage on the cableway,traversing ropes for the carriage, power driven winding engines foroperating the traversing ropes, means whereby said enginessimultaneously and continuously have power applied thereto to tend towind the ropes thereon, and means whereby said engines may be caused tosimultaneously exert difierent pulling powers to traverse the carriage.

18. In a marine cableway, two vessels, a cableway stretched betweensupports on said vessels, a carriage on the cableway, traversing ropesfor the carriage, power driven winding engines for operating thetraversing ropes, means whereby said engines continuously andsimultaneously have power applied thereto to tend to wind the ropesthereon, means controlled by tension of the ropes to vary the powerapplied to the engines to cause them to increase or decrease the tensionon the ropes, and means to increase the pulling power of one engine overthat of the other engine to traverse the carriage.

19. In a marine cableway, in combination, two vessels, supports carriedby. a frame, a main cable stretched between said supports, a carriage onthe main cable, inhaul and outhaul lines for the carriage, two separatedrums on which the said inhaul lines are a,

respectively wound, separate power means for driving the drums, meansfor controlling said power means to cause the drums to simultaneouslyexert pulls on the said lines in opposition to each other, and meanscontrolled by the tension in the lines to cause the drums to pay out ortake up the lines in accordance with variations of tension on the lines.

20. In a marine cableway, in combination, 1

two vessels, supports carried by a frame, a main cable stretched betweensaid supports, a carriage on the main cable, inhaul and outhaul linesfor the carriage, two separate drums on which the said inhaul lines arerespectively wound, separate power means for driving the drums, meansfor controlling said power means to cause the drums to simultaneouslyexert pulls on said lines in opposition to each other, and meanscontrolled the drums to pay out or take up the lines in accordance withvariations of tension on the lines during the traversing movements ofthe carriage. 1

In testimony whereof I have hereunto signed my name in the presence oftwo subscribing witnesses.

LOUIS G. RUeoLEs, ERNEST PULsroRo.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents,

Washington, 1). 0..

by the tension in the lines to cause it is hereby certified that inLetters Patent No. 1,676,599, grantee October 21,

1913 upon the application of Thomas Spencer Miller, of South Orange, NewJersey for an improvement in Marine Cathleways, errors appear in theprinted specification requiring correction as follows: Page 3,line 116,for the Word deeils read details; page 6, line 39, for the Word tensionreed pull, and same page, fine 40.,

for the were pull read tension; and that the said Letters Patent shouldFhereed V with these corrections therein that the same may conform tothe record 0f the case in the Patent Ofieeo Signed and sealed this tthday of November, A. D, 1913. [emu] e. 'r; renzree,

Acting Commissioner of fuller tie,

